Resilient wheel.



B. MARLEY, W. P. THACKER & R. P. BARNARD.

RESILIENT WHEEL.

APPLICATION man 050.18. 1912.

g g y ggg Patented Apr. 27, 1915.

2 SHEETS-SHEET I- THE NORRIS PETERS 60., PHOTG-LITHQ, WASHINGTONv u. 4.2

B. MARLEY, W. P. THACKER 62 R. P. BARNARD.

LEEKEG O RESILIENT WHEEL.

APPLICATION FILED DEC. 18, 1912.

Patented Apr. 27, 1915.

2 SHEETS-SHEET 2- 2E ael'k P- Bar/wra- IHE NORRIS PETERS co, F'HOTO-LITHO WASHINGTON L1 Cv UNITED STATES PATENT OFFICE.

BERNARD MARLEY, WARREN PRESTON THACKER, AND ROBERT PARKER BARNARD, 0F NOKOMIS, ILLINOIS.

RESILIENT WHEEL.

Application filed. December 18, 1912.

To all whom it may concern Be it known that we, BERNARD MARLEY, WARREN PRESTON THACKER, and ROBERT PARKER BARNARD, all of Nokomis, in the county of Montgomery and State of Illinois, have invented a new and Improved Resilient Wheel, of which the following is a specification.

This invention relates to that type of resilient wheel more especially designed for auto vehicle uses and it has for its object to provide a wheel of the general type stated of a simple and economical construction, in which the several parts are so arranged and cooperatively combined, where by to substantially provide the elastic effect obtained by pneumatic tires and the like, and for providing a durable wheel, the use of which avoids the inconvenience and eX- pense caused by punctured tires.

In its more specific nature, our invention embodies certain improvements on the construction of a resilient wheel disclosed in our Patent 1, 51,050,481, dated January 14, 1913. I

One of the serious objections in the use of resilient wheels, of that type in which the spokes are in the nature of fiat curved springs that join with thehub and the rim, is the tendency of the hub and the spokes to sag laterally under bumping actions of the wheel in traveling over rough roads, which tends to weaken the connections of the said spokes at their opposite ends.

One of the essential features of our present invention is to provide a wheel of the general type noted, in which is included means for overcoming the tendency of lateral buckling of the wheel body in going over rough places, as well as retarding undue strains on the resilient springs as the wheel passes over very deep ruts and the like.

With other objects in view, that will hereinafter appear, our invention consists of a resilient wheel that embodies the peculiar construction and novel arrangement of the parts hereinafter fully explained, specifically pointed out in the appended claims and illustrated in the accompanying drawings, in which:

Figure 1 is a side view of our improved resilient wheel being broken away and in section. Fig. 2 is a longitudinal section of a portion of the wheel taken on the line 22 Specification of Letters Patent.

Patented Apr. 27, 1915.

Serial No. 737,456.

on Fig. 5 with the cushion tire omitted. Fig. 3 is an edge view of the wheel, the lower part being shown in cross section, the same diagrammatically illustrating the relation of the reinforcing means, the cushion block, and the spring spokes when the wheel strikes a rut, the direction of the weight strain on the wheel being indicated by the arrows. Fig. a is a perspective view of one of the keepers or cover sections hereinafter specifically described. Fig. 5 is a cross section of the wheel, on a slightly enlarged scale, taken on the line 5-5 on Fig. 1. Fig. 6 is a detail perspective view that shows the hub and the spring spokes connecting therewith. Fig. 7 is a detail view of one of the spring spokes. Fig. 8 is a detail perspective view of one of the spokes of the supplemental or inner wheel and its attached rim portions. Figs. 9 and 10 are detail views of parts hereinafter mentioned. Fig. 11 is a detail view of a slightly modified arrangement of our invention.

In the drawings, we have shown our improved wheel as especially designed for automobiles and other heavy vehicles, it including two sets of spring spokes, a hub and a rim especially designed for cooperating with the two sets of spokes, this being a preferred construction.

Hub 1 is mounted on the shaft 2 and has radial grooves 3, two sets of grooves being shown, one groove being provided for the hub end of each of the spring spokes 4c, the said hub also having an annular groove 5 in each side that bisects the several grooves 3, (see Figs. 5 and 6). At each end the hub has a lateral extension 6 to receive the apertured clamping disks 7 that have annular flanges 8 for seating in the grooves 5 in the hub faces, the reason for which will presently appear. The said disks 7 are held in place by the bolts 9. In the forms shown the wheel rim and the hub are of the required width to provide for the use of two sets of spokes and a separate set of cushioning connections or bearings for the outer ends of each set of spokes. The spokes 4 are curved plate springs (see Fig. 7) and the spokes of one set are curved and positioned oppositely to the spokes of the other set, the two sets of spokes being so mounted that they cross each other; such arrangement being provided to add stability and equalize the elasticity and strain of the spokes, laterally with respect to the rimand the hub. The spokes, in practice, are of stout strap steel and may be of any desired cross sectional shape to insure the desired strength and resiliency and may be curved outer ends are thickened. V V

The hub end 10 of each spoke has a notch 1-1 in one edge which,when the end 10 is inserted in the radial hub groove registers with the annular hub 8 on the disks 7,

When two sets of spokesare used inia complete wheel, one edge only of each hub endofthe spokes is notched, but when our type of wheel includes but one set of'spokes,

as shown inFig. 11, the said spoke-end 10 has a notch in each edge, as shown. ,The

ride upon the inner face of the wheelrim' 13,.

surfaces, or when the wheel is subjected to.

an excessive jolt or jar, we employ auxiliary elastic bearing connections between the spoke ends and the rim, the construction of which forms an essential feature of our invention. This connection, best shown in Fig.-

.2, comprises aseries of elastic cushion blocks '17, oneofwhich is interposedbetween the adjacent rim ends of each pair of spokes and the'said blocks are so shaped and mounted relatively to the wheel rim, ,and to the V spokes, thatone end 18. forms a cushion bear-' .ing that tends to take-up the inwardly bending strainofthe spokeend when the upper;

end'is pulling away from the hub," (see dote ted arrows 19, 'o'nliig. 2) while the other end 20, acts as a yielding bearing to take up 7 thefstrain of thespoke end, asjitlpresses I 1 downwardly (see full line arrow "21), while passing over a rough road surface.

Each elastic block 17 is held in place by a keeper or cover 22 formed of sheet metal and'U-shaped in cross section, .and'each set of keepers22 fits and rides between'the internal flanges of the wheel rim. jThefkeepers 22 in our'present construction include an inwardly projected flange. 23. that inclines outwardly sothat whenjthe parts are assembled the flanges 23 of the opposing keepers 22 form a cone shaped annular guide that mergeswith the annular socket 24 between the adjacent inner wallsof thejkeepers 22 and into which the central flange of the rim projects as is clearly shown in Fig. 5. The keepers 22 are'held in proper position groove and the flanges I keeper. e V V For imparting great rigidity to the-wheel outer or tire engaging'ends 12 of the spokes 'of spokes; To prevent (see for example, Fig. 3)rthe:weight or "'on the blocks 17 by the bolts 26-27, one of which 27, passes through the rim,- the elastic block and through an elongated aperture 28 in the keeper 22, whilelthe other bolt 26 passesthrough' the rim, an elongated aperin various shapes, preferably, however, in the arc of a circle, and'to add strength,xtheir" ture 29 in the spoke end, the elastic block 17 and through theaperture 30 in the'adjacent spoke end,=as shown. In the presentcone str'uction the keepers 22 are each formed with apertured end extensionsBl so that the several sections "can be readily joined to form, as it were, continuous annular,

and particularly for supporting the spring when the. wheel is subjected to hardlj'olts,

vapertured to receive the rim},or .felly secspoke arrangement against "unduestrains, r

laterally, and against excessive compression 9 our present type of wheel'includes, what we term, an nner wheel, which conslsts of 'a' series of spokes, preferably'oflight material,

tions 42 and to provide fora continuous rim,

the sections42 have their ends offset and 'apertured, theoffsets, lapping each other'and heldftogethertby rivets or bolts and to deaden the said parts against noise,- aleather or other facing 43 is secured in any suitable manner over the "tions-42. a

- It'will be noticed by referring to Fig. 5,

wide surfaces of the see when the parts are in thenormal position, the rim of the inner wheel rides'freely within the annular guideway formedby the opposing flanges ofthe keepers 22, the spokes ofthe inner wheel being of suchshape, relatively to the spring spokes, "that'there will 7 be no scrapmg or contacting'of. the'two sets I rattling, deadener members 44 ofleather, or other suitable material, shaped like'that' shown in Fig. 9, are held] on the short tenons of the spokes 4:0 (see Fig. 5),

similarm'embers a5 beingprovided for the inner wheel, spoke and rim connection.

By reason of the constructlon as described and shown, any one of the spring spokes, in 7 case ofbreakage, may readily be removed and replaced by a new spoke. Each spring 'ing of the spokes at such ends.

The inner wheel being a solid body and rigidly connected to the hub' ofthe spring or 'main wheel; the said wheel, when the main Wheel strikes a rut' or bad froad place,

strain on the wheel is in the direction of the arrow 50 and being in the position shown, it follows that a large per cent. of the strain is transmitted through the spokes of the inner wheel against the main wheel rim, by reason of the rim of the inner wheel engaging the inner side faces of the keepers 22 that are incased by the side flanges of the main wheel rim and also by reason of the rim of the inner wheel solidly engaging the central flange of the main rim.

In case the wheel gets a sudden excessive jolt while traveling on a level road the inner wheel rim will be forced down to take the position indicated by the broken line 51 on Fig. 2, and since it then rests on the central flange of the outer rim it follows that the inner wheel when at that position relieves the spring spokes of further strain.

By reason of the peculiar form and mounting of the inner or rigid inner wheel within the spring spoke wheel, the rocking or buckling motions, incident in the use of spring spoke wheels, is practically overcome and a complete wheel structure provided that has the necessary side strength when the weight of the vehicle is thrown against the wheel when passing rapidly around corners, when skidding, or when the wheel engages a depression.

In our present type of wheel when any great strain is brought against our spring spoke Wheel that tends to buckle it laterally, the rim of the inner wheel being depressed, is brought against the central flange, as well as against the elastic blocks and the side flanges, of the main rim.

What we claim is:

1. In a resilient wheel, a hub, an outer rim including a pair of internal annular grooves and a separating internal annular web having a tread face, spring spokes having one end connected with said hub and the other end lying in said internal grooves of said rim, clamping members in said grooves for retaining said spokes in place, said clamping members including opposing annular ring portions to form an internal channel way in connection with said separating web, and an internal rim member lying normally in said channel way out of contact with the walls thereof and rigidly connected with said hub, substantially as shown and described.

2. In a resilient wheel, a hub, an outer rim including a pair of internal annular grooves and a separating internal annular web having a tread face, spring spokes having one end connected with said hub and the other end lying in said internal grooves of said rim, clamping members in said grooves for retaining said spokes in place, said clamping members including opposing annular ring portions to form an internal channel way in connection with said separating web, and an internal rim member lying normally in said channel way out of contact with the walls thereof and rigidly connected with said hub, said channel way including a flared mouth in which said internal rim is normally located, said channel way also including a restricted portion of a width substantially equal to that of said internal rim, whereby when said internal rim rides on the tread face of said separating web when said spring supports are excessively compressed the sides of said internal rim will lie in close proximity to the side walls of said channel way, substantially as shown and described.

8. In a wheel of the character described; the combination of a rim having an internal annular groove and an annular flange centrally of the groove, a pair of sets of curved resilient spokes, one set being at each side of the central flange on the rim, said spokes each having one end connected to the wheel hub, and the other end slidably engaging the annular groove in the rim, elastic blocks that cooperate with the rim ends of the spokes, and a shaped keeper that covers the said blocks, said keeper including an internally extended flange, the adjacent flanged faces of the keeper forming a central guideway; of a series of ,rigid spokes projected from the wheel hub, between the two sets of resilient springs, and a rim mounted on theiends of the spokes, said rim being movable within the aforesaid central guideway and adapted for engaging the said guideway under lateral strain on the resilient spokes.

BERNARD MARLEY. WARREN PRESTON THACKER. ROBERT PARKER BARNARD.

Witnesses:

WILLIAM A. YOUNG, CHAS. E. ROWE.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents.

Washington, D. C. 

